4 TYPES OF ROAD

1. Bituminous road
2. Macadam road
3. Concrete pavement road
4. Road Bridges
ROAD LAYERS
1. Sub-grade - In Civil works, subgrade is the native material underneath a constructed road, pavement or railway
track. It is also called formation level. The term can also refer to imported material that has been used to build
an embankment. Subgrades are commonly compacted before the construction of a road, pavement or railway track,
and are sometimes stabilized by the addition of asphalt, lime, portland cement or other modifiers. The subgrade is
the foundation of the pavement structure, on which the sub-base is laid.
The load-bearing strength of subgrade is measured by California Bearing Ratio (CBR) test, falling weight
deflectometer backcalculationsand other methods.

2. Sub base - In highway engineering, subbase is the layer of aggregate material laid on the subgrade, on which
the base course layer is located. It may be omitted when there will be only foot traffic on the pavement, but it is
necessary for surfaces used by vehicles.
Subbase is often the main load-bearing layer of the pavement. Its role is to spread the load evenly over the subgrade.
The materials used may be either unbound granular, or cement-bound. The quality of subbase is very important for
the useful life of the road and can outlive the life of the surface, which can be scrapped off and after checking that
the subbase is still in good condition, a new layer can be applied[1]
Unbound granular materials are usually crushed stone, crushed slag or concrete, or slate.
Cement-bound materials come in multiple types. Mass concrete is used where exceptional loads are expected, with
thickness usually 100 to 150 millimetres (4 to 6 in), and optional reinforcement with steel mesh or polymer fibers.
Other cement bound materials (CBM), with less strength but also lower cost, are used. They are rated by strength,
from the weakest CBM 1 (also formerly known as soil cement) through CBM 2 to CBM 3, 4, and 5, which are more
similar to concrete and are called "lean mix".
The thickness of subbase can range from 75 to 100 mm (3 to 4 in) for garden paths through 100 to 150 mm (4 to 6 in)
for driveways and public footpaths, to 150 to 225 mm (6 to 9 in) for heavy used roads, and more for highways.
Low quality subbase material, including large pieces of rock and concrete, which was hardly acceptable heretofore,
can now be re-used when crushed in-situ with conventional milling machines to obtain a homogenous grain size. It
may then be treated normally with hydraulic binders, augmented by specific polymer formulations.
3. Base Course - The base course or basecourse in pavements is a layer of material in an asphalt roadway, race track,
riding arena, or sporting field. It is located under the surface layer consisting of the wearing course and sometimes an
extra binder course.
If there is a sub-base course, the base course is constructed directly above this layer. Otherwise, it is built directly on
top of the subgrade. Typical base course thickness ranges from 100 to 150 millimetres (4 to 6 in) and is governed by
underlying layer properties. Generally consisting of a specific type of construction aggregate, it is placed by means of
attentive spreading and compacting to a minimum of 95% relative compaction, thus providing the stable foundation
needed to support either additional layers of aggregates or the placement of anasphalt concrete wearing course which
is applied directly on top of the base course.
Aggregate base (AB) is typically made of a recipe of mixing different sizes of crushed rock together forming the
aggregate which has certain desirable properties. 20 mm or 3/4 inch Aggregate Base, Class 2, is used in roadways and
is an aggregate made of a specific recipe of different sizes and quality of rock inclusive of 20 mm (3⁄4 in) to fine dust.
An aggregate is normally made from newly quarried rock, or it is sometimes allowed to be made from recycled asphalt
concrete and/or Portland cement concrete.
4. Road pavement - A road surface or pavement is the durable surface material laid down on an area intended to
sustain vehicular or foot traffic, such as aroad or walkway. In the past, gravel road surfaces, cobblestone and granite
setts were extensively used, but these surfaces have mostly been replaced by asphalt or concrete laid on a
compacted base course. Road surfaces are frequently marked to guide traffic. Today,permeable paving methods are
beginning to be used for low-impact roadways and walkways.

THREE TYPES OF ROAD PAVEMENT

1. ASPHALT - Asphalt (specifically, asphalt concrete), sometimes called flexible pavement due to the nature in which it
distributes loads, has been widely used since the 1920s. The viscous nature of the bitumen binder allows asphalt
concrete to sustain significant plastic deformation, althoughfatigue from repeated loading over time is the most
common failure mechanism. Most asphalt surfaces are laid on a gravel base, which is generally at least as thick as the
asphalt layer, although some 'full depth' asphalt surfaces are laid directly on the native subgrade. In areas with very
soft or expansive subgrades such as clay or peat, thick gravel bases or stabilization of the subgrade with Portland
cement or limemay be required. Polypropylene and polyester geosynthetics have also been used for this
purpose[3] and in some northern countries, a layer of polystyrene boards have been used to delay and minimize frost
penetration into the subgrade.[4]
 Depending on the temperature at which it is applied, asphalt is categorized as hot mix, warm mix, or cold mix. Hot
mix asphalt is applied at temperatures over 300 °F (150 °C) with a free floating screed. Warm mix asphalt is applied at
temperatures of 200–250 °F (95–120 °C), resulting in reduced energy usage and emissions of volatile organic
compounds.[5] Cold mix asphalt is often used on lower-volume rural roads, where hot mix asphalt would cool too
much on the long trip from the asphalt plant to the construction site.[6]
An asphalt concrete surface will generally be constructed for high-volume primary highways having an average
annual daily traffic load greater than 1200 vehicles per day.[7]Advantages of asphalt roadways include relatively low
noise, relatively low cost compared with other paving methods, and perceived ease of repair. Disadvantages include
less durability than other paving methods, less tensile strength than concrete, the tendency to become slick and soft
in hot weather and a certain amount of hydrocarbon pollution to soil and groundwater or waterways.
2. CONCRETE - Concrete surfaces (specifically, Portland cement concrete) are created using a concrete mix of Portland
cement, coarse aggregate, sandand water. In virtually all modern mixes there will also be various admixtures added
to increase workability, reduce the required amount of water, mitigate harmful chemical reactions and for other
beneficial purposes. In many cases there will also be Portland cement substitutes added, such as fly ash. This can
reduce the cost of the concrete and improve its physical properties. The material is applied in a freshly mixed slurry,
and worked mechanically to compact the interior and force some of the cement slurry to the surface to produce a
smoother, denser surface free from honeycombing. The water allows the mix to combine molecularly in a chemical
reaction called hydration.
Concrete surfaces have been refined into three common types: jointed plain (JPCP), jointed reinforced (JRCP) and
continuously reinforced (CRCP). The one item that distinguishes each type is the jointing system used to control crack
development.
One of the major advantages of concrete pavements is they are typically stronger and more durable than asphalt
roadways. They also can be grooved to provide a durable skid-resistant surface. A notable disadvantage is that they
typically can have a higher initial cost, and can be more time-consuming to construct. This cost can typically be offset
through the long life cycle of the pavement. Concrete pavement can be maintained over time utilizing a series of
methods known as concrete pavement restoration which include diamond grinding, dowel bar retrofits, joint and
crack sealing, cross-stitching, etc. Diamond grinding is also useful in reducing noise and restoring skid resistance in
older concrete pavement.

3. COMPOSITE - Composite pavements combine a Portland cement concrete sublayer with an asphalt. They are
usually used to rehabilitate existing roadways rather than in new construction.

Asphalt overlays are sometimes laid over distressed concrete to restore a smooth wearing surface.[15] A disadvantage
of this method is that movement in the joints between the underlying concrete slabs, whether from thermal
expansion and contraction, or from deflection of the concrete slabs from truck axle loads, usually causes reflective
cracks in the asphalt. To decrease reflective cracking, concrete pavement is broken apart through a break and
seat, crack and seat, or rubblization process. Geosynthetics can be used for reflective crack control.[16] With break and
seat and crack and seat processes, a heavy weight is dropped on the concrete to induce cracking, then a heavy roller
is used to seat the resultant pieces into the subbase. The main difference between the two processes is the
equipment used to break the concrete pavement and the size of the resulting pieces. The theory is frequent small
cracks will spread thermal stress over a wider area than infrequent large joints, reducing the stress on the overlying
asphalt pavement. Rubblization is a more complete fracturing of the old, worn-out concrete, effectively converting
the old pavement into an aggregate base for a new asphalt road.

California Bearing Ratio (CBR) test - The California bearing ratio (CBR) is a penetration test for evaluation of
the mechanical strength of natural ground, subgrades and base courses beneath new carriageway construction. It
was developed by the California Department of Transportation before World War II.

The basic site test is performed by measuring the pressure required to penetrate soil or aggregate with a plunger of
standard area. The measured pressure is then divided by the pressure required to achieve an equal penetration on a
standard crushed rock material [1]. The CBR test is described in ASTM Standards D1883-05 (for laboratory-prepared
samples) and D4429 (for soils in place in field), and AASHTO T193. The CBR test is fully described in BS 1377 : Soils for
civil engineering purposes : Part 4, Compaction related tests, and in Part 9: In-situ tests.

The CBR rating was developed for measuring the load-bearing capacity of soils used for building roads. The CBR can
also be used for measuring the load-bearing capacity of unimproved airstrips or for soils under paved airstrips. The
harder the surface, the higher the CBR rating. A CBR of 3 equates to tilled farmland, a CBR of 4.75 equates to turf or
moist clay, while moist sand may have a CBR of 10. High quality crushed rock has a CBR over 80. The standard
material for this test is crushed California limestone which has a value of 100, meaning that it is not unusual to see
CBR values of over 100 in well-compacted areas.
PRIME COAT - A prime coat is an application of a low viscosity asphalt to a granular base in preparation for an initial
layer (or surface course layer) of asphalt. The purpose of the prime coat is; to coat and bond loose material particles
on the surface of the base, to harden or toughen the base surface to provide a work platform for construction
equipment, to plug capillary voids in the base course surface to prevent migration of moisture, and to provide

adhesion between the base course and succeeding asphalt course. After applying the prime coat, it must cure for a
minimum of 48-72 hours before asphalt is placed, with no rain in the forecast.
There are four primary purposes for the application of a prime coat on an aggregate base course;
1-Coat and bond loose material particles on the surface of the base.
2-Harden or toughen the base surface to provide a work platform for construction equipment.
3-Plug capillary voids in the base course surface to prevent migration of moisture.
4-Provide adhesion between the base course and succeeding asphalt course.

TACK COAT - A tack coat is a thin bituminous liquid asphalt, emulsion or cutback layer applied between HMApavement
lifts to promote bonding. Adequate bonding between construction lifts and especially between the existing road
surface and an overlay is critical in order for the completed pavement structure to behave as a single unit and provide
adequate strength. If adjacent layers do not bond to one another they essentially behave as multiple independent
thin layers – none of which are designed to accommodate the anticipated traffic-imposed bending stresses.
Inadequate bonding between layers can result in delamination (debonding) followed by longitudinal wheel path
cracking, fatigue cracking, potholes, and other distresses such as rutting that greatly reduce pavement life.

Application
Tack coats should be applied uniformly across the entire pavement surface and result in about 90 percent surface
coverage. In order for this uniformity to be consistently achieved, all aspects of the application must be considered and
carefully controlled. The pavement surface receiving the tack coat should be clean and dry to promote maximum
bonding. Emulsified tack coat materials may be applied to cool and/or damp pavement, however, the length of time
needed for the set to occur may increase.

4 TYPES OF ROAD
1. Bituminous road
2. Macadam road
3. Concrete pavement road
4. Road Bridges

BITUMINOUS ROAD LAYER

Bituminous road
 MACADAM ROAD

CONCRETE PAVEMENT ROAD

ROAD BRIDGES
SUB GRADE PREPARATION
COMPOSITE PAVEMENT
PRIME COAT
TACK COAT